Engine



` June@ l1935. y L, R K'ALB 2,004,002 ENGINE I Filed April 13,- 1952 :1 I f 14/ 19 :0' i 1.? (v

iz 15' 141 16 19' JZ' J5' c' Z5 2 i l Z3 i a' i i l .ffm-" l i l 27.1 V161 c mf INVENTOR.

Patented June 4, 1935 ENGINE Lewis P. Kalb, Grosse P signor to Continental troit, Mich., a corpora ointe Village, Mich., as- Motors Corporation, Deton of Virginia.

Application April 13, 1932, Serial No. 605,017

7 Claims.

My invention relates to engines and more particularly to an intake manifold structure for distributing and conducting fuel mixture to a plurality of cylinders of an internal combustion engine.

With the advent of multi-cylinder engines of the type employing six, eight, or twelve cylinders, and especially those employing eight cylinders, much difficulty has been experienced in uniformly distributing the fuel mixture to thev cylinders. It has been found preferable to provide individual port runners for each cylinder, these port runners being connected to lateral runners or manifold branches in pairs. With engines of this type it has been proposed to connect a pair of cylinders to a branch and so construct the crankshaft and arrange the engine timing that the intake opening of said pair of cylinders connected to the same branch are spaced apart at least 270 of crankshaft rotation. With this last mentioned type of engine, distribution of the fuel is of vital importance and my present invention is especially adapted for use therewith.

An object of my present invention is to provide a manifold of the aforesaid type wherein eliicient and uniform distribution of the fuel to the engine cylinders may be had.

Another object of my invention is to provide a compact intake manifold structure of the type employing a multiplicity of branches by providing an arrangement whereby the branches or port runners are constructed to cross over the lateral runners.

Further objects of my invention will be more apparent as the description progresses taken in connection with the accompanying drawing illustrating a preferred embodiment of my invention wherein like reference characters refer to like parts throughout the several views, and in which:

Fig. l is a fragmentary side elevational view of an internal combustion engine and showing an intake manifold associated therewith and constructed in accordance with my invention,

Fig. 2 is a plan View of said manifold but showing a part thereof in section, l

Fig. 3 is a fragmentary end View of an engine and associated manifold structures and illustrating in more detail the cross over for conducting the exhaust gases of the engine in heat exchange relation with the intake manifold,

Fig. 4 is a detail sectional view taken on the line 4-4 of Fig. 2, and

Fig. 5 is a diagrammatic View of the engine crankshaft.

The intake manifold shown in the illustrated embodiment of my veloped for use with invention was particularly ydeanenginefof the sleeve valve type and for purposes of illustration I have chosen to illustrate my manifold structure with an engine of that type, but it will be apparent that the principles of my invention may be adapted for enginesother than th for engines vhaving a ders than the type The engine A is I of the usual con ably each communicating with anengine cylinder I have preferably shown eight cylinders in line respectively numbered I to 8 inclusive. The manifold structure B associated with erably provided with outlets, one der, but obviously my invention is engine A is preffor each cylinnot necessarily restricted to a specic structure such as the type illustrated.

The manifold structure B-herein illustrated is preferably designed for use with a downdraft carburetor of the dupl pair of primaryfu I2. Apairl of'opp runners I3 are conducting portion oppositely extending outer lateral Vrunners ex type, the manifold having a elV conducting portions I2 and ositely extending inner lateral arranged for connection with the or riser I 2 and another pair of I 3 Vare arranged for connection with the conducting portion or riser I 2'. the lateral runners In the illustrated embodiment extend substantially longitudinally of the engine but are `preferably extended obliquely with respect to theengine or inr other words inclined as ners I3 and I3' be outlets I4 and I 4 the engine structur I3 are preferably shown in Fig. 2said lateral runing respectively provided with opening outwardly or away from e and the inner lateral runners constructed greater in length than the outer lateral runners I3.

Preferably the lateral runners I3 communicate with cylinders numbered I, 3, 6 and 8 and the lateral runners I3 4, Sand l'.

construction of the communicate with cylinders 2,

'The timing of the engine and the engine crankshaft is such that the intake opening of any two cylinders open to the same branch are spaced apart at least 270 of crankshaft rotation. The timing of the engine as illustrated by my present invention is preferably 1 6-2-5-8-3-7-4. Thus the intake opening of cylinders I and 3 are spaced apart at least 270 of crankshaft rotation, the same spacing being carriedv outwith inders 5, 'I and 6, 8

respect to the pairs of cylas well as 2, 4.

Port runner structures are secured to each of said lateral runners, thus the port runner structures C are connec ted to the outlets I4 of lateral runners I3 and the port runner structures C are connected to outlets I4 of the lateral runners I3. The port runner structures C are each provided with an inlet I5 and substantially oppositely and inwardly extending branches I6 having outlets I'I communicating with the engine intake passages I0. The port runner structures C are each provided with an inlet I5 and substantially oppositely and inwardly extending branches I6' having outlets Il communicating with the engine intake passages I0.

It will be noted that all branches I6 and I6 are dipped downwardly as at I8 and I8 (see Fig. 1) and the branches I6 cross under the lateral runners I3. The branches I6 less remote from the riser I2 also cross under the lateral runner I3. The branches I6 most remote from the riser I2' cross over solely under the lateral runners I3 while the branches I6 less remote from the riser I2 cross under both lateral branches I3 and I3. That portion of branches I6 and I6 respectively adjacent the outlets I1 and I1 preferably lie in substantially a common horizontal plane. The branches I6 and I6 of port runner structures C and C are respectively provided with bends I9 and I9' intermediate the inlets and outlets I5, I'I and I5', II, and that portion of said branches beyond the bends I9, I9 are preferably ared outwardly in the horizontal plane (see Fig. 2) and progressively reduced in height (see Figs. 1 and 3), whereby to straighten out the fuel flow beyond the bend and to induce the fuel to flow into the associated passages Il) in a direction substantially at right angles to the longitudinal plane of the engine. rIhis straightening of the fuel ow beyond the bend is of particular importance with sleeve valve engines in which swirl control is of relatively great importance, and such control may be more readily had by controlling the direction of the fuel flow when being introduced intothe intake passages I0.

The construction above described provides a very compact manifold structure and further provides a structure having fuel conducting portions of approximately the same length and with substantially the same number of turns or bends.

That portion of the manifold structure adiacent the primary fuel conducting portions or risers I2 and I2 is preferably provided with a heating jacket 20 in which the exhaust gases from the engine may be circulated for heating the intake gases. The exhaust gases are preferably carried over the top of the engine from the exhaust manifold 2I to the heating jacket 20 by means of an arched conducting means 22, said means consisting preferably of a portion 23 formed as part of the exhaust manifold and a portion 24 formed as a part of the intake manifold structure, these portions 23 and 24 being. connected by a sleeve 25 preferably constructed of a minimum wall thickness for lthe purpose of restricting the flow of heat by conduction from the exhaust manifold to the intake manifold. In the illustrated embodiment of my invention the exhaust manifold is positioned on the opposite side of the engine from the intake manifold structure, which is typical for sleeve Valve engines. If desired, this sleeve 25 may be constructed of a material which is not a good heat conductor irrespective of size to further insulate the intake manifold from the exhaust manifold. A valve 26 may be associated with the heating jacket 20 and may be manually or automatically actuated in any suitable manner to control the quantity of exhaust gases deflected into the heating jacket, said portion 24 being preferably offset to one side of the manifold riser portion as shown in Fig. 1 and extending substantially downwardly for connection with the usual exhaust pipe 21.

It will be apparent to those skilled in the art to which my invention pertains that various modications and changes may be made therein without departing from the spirit of my invention or from the scope of the appended claims.

What I claim as my invention is:

l. An intake manifold structure for an engine and including a lateral runner terminating in an outlet port opening laterally outwardly of said engine, and a port runner connecting said lateral runner outlet port with the engine.

2. An intake manifold structure for an engine and including a lateral runner terminating in an outlet port opening laterally outwardly of said engine, and a manifold section connecting said lateral runner outlet port with the engine and consisting of a pair of port runner portions.

3. An intake manifoldstructure for an engine and including a lateral runner terminating in an outletport opening laterally outwardly of said engine, anda port runner connecting said lateral runner outlet port with the engine and constructed to cross under the said lateral runner.

4. An intake manifold structure for an engine and including a lateral runner terminating in an outlet port opening laterally outwardly of said engine, and a manifold section connecting said lateral runner outlet with the engine and consisting of a pair of port runner portions, said port runner portions substantially extended in a common plane below the lateral runner,

5. An intake manifold structure for an engine and including a lateral runner terminating in an outlet port opening laterally outwardly of said engine, and a manifold section connecting said lateral runner outlet with the engine and consisting of a pair of port runner portions, said port runner portions being substantially extended in opposite directions in a common plane below the lateral runner, one of said port runner portions constructed to cross under the said lateral runner substantially at right angles therewith.

6. An intake manifold structure for an engine and including a pair of lateral runners extending substantially longitudinally of the engine, one of said runners being longer than the other, and

port runner portions connecting said lateral runi ners with the engine, the port runner portions associated with the shorter of said lateral runners constructed and arranged to cross under the longer of said lateral runners.

7. .An intake manifold structure for a multicylinder engine including a pair oflateral runners extending substantially in the same direction longitudinally of the engine, said lateral runners each terminating in a plurality of port runners of substantially equal length, said port runners extending for the most part in a common plane parallel with and beneath the plane containing the lateral runners, the port runners connected with one of said lateral runners being constructed to cross said other lateral runner.

LEWIS P. KALB. 

